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GAAP CTR without entering an adjacent civil or military CTR. The
vertical limits provide separation from overlying control or restricted
areas.
6.1.1 When using these lanes, pilots must:
a. operate under the VFR;
b. conform with the general flight rules regarding terrain clearance,
flight over populous areas, and low level restricted areas;
c. operate not higher than the altitude specified as the upper limit
in the section being flown; and
d. keep to the right.
7. FLYING TRAINING AREAS IN CONTROLLED AIRSPACE
7.1 ATC may approve flying training in a designated training area in
controlled airspace. Approval may be granted on a short-term
hour-to-hour basis or, in some cases, on a more regular basis. Except
as provided in this section, ATC will not provide separation
within such areas when general aviation aircraft are conducting
flying training under the VFR.
7.2 ATC will route IFR traffic clear of the areas except that, when training
aircraft have been required to maintain a listening watch on the
appropriate ATC frequency, ATC may reserve a level for transit of
IFR traffic which provides vertical separation from non-controlled
training movements.
GEN TOC ENR TOC AD TOC Index
ENR (EN ROUTE) A/L 45 effective 24 NOV 05
8. AIR DISPLAY
An RPT or CHTR flight is not permitted to participate in an air display
or carry out any low level operations at an aerodrome at which
an air display is in progress except for a normal take-off or landing.
9. WAKE TURBULENCE SEPARATION STANDARDS
9.1 Categories
9.1.1 For the purpose of wake turbulence separation, aircraft are divided
into the following weight categories:
a. HEAVY (H) – All aircraft types of 136,000 KG maximum take–
off weight or more;
b. MEDIUM (M) – Aircraft types of less than 136,000KG maximum
take-off weight but more than 7,000KG maximum take-off
weight;
c. LIGHT (L) – Aircraft types of 7,000KG maximum take-off
weight or less.
Note: B757 and H47 (Chinook) are categorised Heavy (H) when
the following aircraft is categorised either Medium (M) or Light (L)
and categorised Medium(M) when the preceding aircraft is categorised
Heavy (H).
9.2 Application of Standards
9.2.1 The following wake turbulence separation standards are applied
between the relevant categories of aircraft:
Aircraft
Categories
Separation Minima
Lead
Aircraft
Following
Aircraft
ARRIVAL
and
RADAR
DISPLACED
LANDING
THRESHOLD
OPPOSITE
DIRECTION
DEPARTURE
Full
Length
Intermediate
(* Note)
NM–MIN MIN MIN NM–MIN MIN
HEAVY HEAVY
MEDIUM
LIGHT
4 – 2
5 – 2
6 – 3
22
2
2
4 – 2
5 – 2
6 – 2
233
MEDIUM HEAVY
MEDIUM
LIGHT 5 – 2.5 2 2 5 – 2 3
* Note: Intermediate standards will be applied when the following aircraft will commence
take-off from an intermediate point more than 150M after the take-off commencement
point of the preceding aircraft using the same runway.
9.2.2 When following HEAVY aircraft is in excess of 200,000KG MTOW
a separation minima of 3NM or 1.5 minutes is applied.
GEN TOC ENR TOC AD TOC Index
ENR (EN ROUTE) A/L 45 effective 24 NOV 05
9.2.3 Wake turbulence separation standards are not applied behind
fixed wing aircraft of less than 25,000KG MTOW ( includes F27,
F50, DC3 and HS748).
9.2.4 No specific separation is applied on account of wake turbulence
between an aircraft landing behind an aircraft taking off on the
same runway.
9.2.5 Appropriate wake turbulence separation standards will be applied
when an aircraft taking-off behind a landing heavier weight category
aircraft is expected to become airborne before the touchdown
point of the landing aircraft.
9.2.6 Where the required separation can be determined by distance
using an aircraft report or radar, ATC need not apply the time standard
to the affected arriving or departing aircraft.
Note: Heavy or Medium Wake Turbulence category aircraft may
be operating at the base and near the boundaries of controlled airspace.
Aircraft operating in Class G airspace in the vicinity of controlled
airspace may be affected by wake turbulence from aircraft
operating within controlled airspace.
9.2.7 For aircraft in the heavy wake turbulence category, the word
“HEAVY” shall be included immediately after the aircraft call sign in
the initial radiotelephony contact between such aircraft and the
aerodrome control tower or the approach control unit.
　
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